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Vyas G.,Parsons Brinckerhoff | Vovsha P.,Parsons Brinckerhoff | Paul B.,Parsons Brinckerhoff | Givon D.,Jerusalem Transportation Masterplan Team | Livshits V.,Maricopa Association of Governments
Transportation Research Record

Most modern activity-based travel demand models (ABMs) in practice and research do not fully capture the central idea that travel is derived from activities. The basic unit adopted in ABMs for travel analysis is the tour, which is borrowed largely from tour-based travel demand models. To a certain extent, this approach contradicts the basic idea of ABMs in which the unit for travel analysis is the activity. In reality, individuals plan to participate in various activities in a day, and the tours and corresponding trips emerge from activity participation, potential activity location, and activity sequence choices coupled with time and space constraints imposed by activities with relatively lower spatial and temporal flexibility. The model discussed in this paper is an effort to better mimic this decision-making process. This model is a part of the latest version of the coordinated travel and regional activity modeling platform (CT-RAMP) adopted for the Jerusalem, Israel, and Phoenix, Arizona, ABMs. Source

Vovsha P.,Parsons Brinckerhoff | Vyas G.,Parsons Brinckerhoff | Givon D.,Jerusalem Transportation Masterplan Team | Birotker Y.,Parsons Brinckerhoff
Transportation Research Record

Mobility attributes such as driver's license, car ownership, reserved parking at work, and transit pass have a very strong impact on travel choices, in particular, mode choice. Mobility attributes are not acquired for a particular trip but rather are driven by the entire set of individual travel needs (commuting being the most basic of them). Some mobility attributes, for example, car ownership and transit pass, are substitutable; others, for example, car ownership and reserved parking at work, are complementary. For this reason, mobility attributes have to be analyzed and modeled jointly. The purpose of the current research is to analyze a wide set of mobility attributes and incorporate them in an operational activity-based model as a set of midterm choices. The approach suggested in this paper is based on an iterative application of three interlinked choice submodels: (a) joint choice of person driver's license, usual driver role (priority in using one of the household cars), car type choice, reserved or reimbursed parking at work, and transit pass; (b) household car ownership choice by type; and (c) intrahousehold car allocation by type. Model estimation results confirmed strong cross-attribute effects as well as revealed many impacts of person, household, and travel accessibility variables. In particular, historical and cultural differences between three population sectors in Jerusalem-secular Jewish, Orthodox Jewish, and Arab-manifested themselves quite strongly. Application of these models for future scenarios is discussed. Source

Paleti R.,Parsons Brinckerhoff | Vovsha P.S.,Parsons Brinckerhoff | Givon D.,Jerusalem Transportation Masterplan Team | Birotker Y.,Jerusalem Transportation Masterplan Team
Transportation Research Record

Travel choices of mode and trip departure time are closely intertwined because the level-of-servicc (KOS) attributes for each mode vary substantially across time-of-day (TOD) periods. Most congestion mitigation strategies are intended to alter mode as well as trip departure time choices of travelers. Thus, these two travel dimensions have to be analyzed and modeled jointly. However, it is usually difficult to uncover the trade-offs between different LOS attributes with revealed preference (RP) data, particularly in the context of TOD choice modeling. The objective of the current study was to develop an integrated model of mode and trip departure TOD choices by using both HP and stated preference (SP) data from the large-scale household travel survey undertaken in Jerusalem in 2010. The SP component was designed specifically to compensate for the RP limitations and provide mode and departure time switches as the result of policies such as pricing. The developed model captures the impact of a rich set of socioeconomic factors and is also sensitive to a wide range of policy variables such as toll and parking cost. The developed model also accounts for several important econometric aspects and associated problems that arise during the joint KP-SP analysis while maintaining a model structure that is manageable in model estimation and subsequent application. Source

Vyas G.,Parsons Brinckerhoff | Vovsha P.,Parsons Brinckerhoff | Paleti R.,Parsons Brinckerhoff | Givon D.,Jerusalem Transportation Masterplan Team | Birotker Y.,Jerusalem Transportation Masterplan Team
Transportation Research Record

This study represents a research effort to capture explicitly the intrahousehold interactions involved in the decision to participate in a joint activity. Joint activity participation is a lesser-explored step in activitybased travel demand modeling, since enlisting all possible subsets of household members in a large household results in many alternatives. For example, the number of possible subsets of members out of 10 persons is 210 = 1,024. After the exclusion of one empty subset and 10 subsets with a single member, 1,013 distinct subsets should be considered with two or more members for joint activity participation. Even more important, a joint choice model formulation is behaviorally unappealing and would require the formulation of a complicated utility function for each possible subset. Additionally, different subsets would have a highly different degree of similarity that would require a sophisticated error structure. This paper analyzes three methods to model joint activity participation that are relatively easy to estimate and implement for households of any size. In all three methods, the travel party is constructed on the basis of the individual and pairwise propensities of the household members to be engaged in a joint activity. These propensities are statistically estimated on survey data in the form of relatively simple binary choice models. The travel party emerges in the process of microsimulation as a result of the reconciliation of the decisions of different household members. This approach is an example of the use of the agent-based modeling paradigm to frame an intrahousehold decision-making mechanism in addition to econometric models. Source

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